Locomotive refilling system



Sept. 19, 1933.

Fjw. MILLER LOCOMOTIVE EFILLNG SYSTEM Filed Jan. 17, 1929 Mmm,

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Patented Sept. 19, `19373 UNITE- D STATES PATENT oFFicE:

This invention pertains to the reiilling of locomotive boilers atlocomotive terminals. It successfully deals with the several problemsthat must be met because of theI use ofk impure waterr in the boilersand furthermore makes available some new advantages in the operation oflocomotive terminal equipment. 4

Whether or not water softening materials are added to the boiler wateritis necessary to empty and washout the locomotiveboilers frequently,and when water softening` materials arev added they create theadditional problem of disposing of large quantities of sludgeprecipitated in the water when boiled. Heretofore it, has been com-.-

5 mon practice, and still is, to refill the boilers with cold water orwater at aboutl to 130 F. and create steam thereafter in each boiler bya re built on its own grate. InN either case an hour to an hour andone-half has been necessary to 20 create enough steam for the workingoperation of the locomotive and enormous clouds of smoke and fumes are`emitted from the terminal using these methods. Not only do such methodscreate a serious smoke nuisance and `needlessly delay the use of costlylocomotives, but the locomotives thus put into service are alreadyloaded with large accumulations of sludge.

It has been suggested that live steam should be injected eitherwiththecold or warm water entering the boilers or subsequently, but sucha use of steam would be a tooenormous and sudden load upon the powerhouse boiler equipment generally available andevenA then would notprevent the boilers from going. into service well loaded with sludge.

Inv utilizing this invention a locomotive boiler is lled with water at.suchahigh temperature that when the normal water level is attained itwill have adequate steam pressure therein for movingout ofA the, roundhouse under its own power without using re in its fire box. Fur.-thermore, this relling'operation can be accomplished in about fifteenminutes very easily, as contrastedto the hour and one-half period,formerly required for creating a working pressure in a locomotive bymeans of its own ire. When reiilled in accordancey withl the methodsherein outlined, the boiler Will contain almost no sludge.

The use of this apparatusrequires a considerable amount of high pressuresteam to be supplied from the power house boiler and accordinglyprovision is made, as an object of the invention, to enable therefilling apparatus to assist the boiler in supplying sudden andcontinued demandsior steam.

Another object of this invention is to provide means for refillinglocomotive boilers quickly with superheated water' to create workingpressures in the reiilled boilers and means for maintaining the workingpressures in the boilers by direct injection of steam without seriousloss of pressure in the system which supplies the steam.

Another object of this invention is to provide reliable and economicalequipment having suiiicient capacity for simultaneously and/ or consecu-55 tively lling a large number of locomotive boilers with hot waterunder pressure and adapted to vcreate workingsteam pressures in 'theboilers whenrelled, the apparatus being adapted to operate eilicientlyunder wide variations of load yet requiring only a relatively smallamount of power house boiler capacity.

Other objects, advantages and capabilities of the invention areinherently possessed by it and will later become apparent.V

Referring now to the drawing which schematically discloses theequipment, there are provided threer mains which serve the variouslocomotive stalls in a roundhouse, shown and labeled as follows, theblowoff main 1, the refill main 2 ,80 and the live steam main 3. Thewash-out main which is ordinarily provided and would also be used. withthis equipment is not involved in the disclosure of this invention andis therefore not shown.

When a locomotive is being blown-01T usually a exible hose 4 isconnected to its blow-off cock. This hosewill preferably be connected toa box 5 which in turn is connected to the several drops providedV ateach stall. The water and steam which is being blown-oir from thelocomotive passes through the valve 6 which would atthat time be'theonly valve open among the drops and owsthrough the blow-oir main 1to a separator 7. This separator may be of common construction and isadapted by centrifugal force to vseparate the steam from the water,allowing the water to `flow down to the discharge pipe 8 to any suitabledischarge receptacle or otherwise as may be desired, while the steamrises through the pipe 9 to a condenser 1l. In the condenser thisblow-off steam is caused to mingle with water forced by the pump 12 fromthe rell tank 13 through the pipes 14 into the condenser and thenceback` into the refill tank through the pipe 15. `In practice this refilltank will ordinarily be keptfull of water having a temperature of about180"y F. or more, which temperature is maintained" by the frequentaddition of blown-off 110 `steam in thecondenser 11.' Wheneveradditional fresh water is required to maintain the level in the refilltank this may be supplied from a cold Water main 16. The addition of thecold water may be controlled by any suitable water level regulator suchfor example as the regulator 17 diagrammatically shown on the refilltank.

The water in the rell tank having a temperature of about 180 F., ormore, is drawn by a pump 18 throughV the pipe 19 from the refill tankand pumped through a pipe 21 into the rst storage tank 22. The pump 18is controlled by a pump governor 23 connected to the storage tank 22 bymeans of a pipe 24. This governor will start the pump whenever thelpressure in the tank 22 falls below a certain minimum pressure which maybe anywhere from 100 nto 150 lpounds as may be desired by any givenoperator. When the governor opens live steam is admitted by the governorthrough the pipe 25 to the pump 18 and starts the pump.V

When this pump is operating and pumping refill water into the bottom ofthe storage tank 22, normally it will force Water from the top of thetank 22, which is always kept full, through-the pipe 26 into the storagetank 27. Simultaneously with the starting of the pump, Water will beforced from the top of the storage tank 27 out through the pipe 28 intothe rell main 2. The rell main then carries the water around to thevarious locomotive stalls.

In order that the refill water may be heated to a temperature of about300 to 350 F. and this temperature maintained continuously in the refillmain, the end of the rell main is connected to a return line 29 whichcarries this water to a return circulating pump 31. This pump will thencause the Water to flow through the pipe 32 to either or both ofthe livesteam heaters 33 and 34.

The live steam heaters 33 and 34 are shown diagrammatically, each havinga steam inlet pipe 35 and 36, respectively, and a s team coil 37 and 38,respectively. The water entering these live steam heaters from thereturn line 32 circulates about these coils and flows out through thewater outlet pipes 39 and 41 into the pipe 42 which empties into the rstrefill tank 22. The steam for the heaters is supplied from a steam main43 connected to the power house boiler 44. Ordinarily this steampressure will be maintained at about 150 pounds or as close as possibleto that pressure. The condensation from the live steam heaters passesout through the traps 45 to the pipe 46 and n is injected into theboiler by means of the pump 47 through the pipe 48. The valve 49 shownjust above the boiler may be used to cut off the supply of steam tothese live steam heaters whenever steam is needed elsewhere moreurgently. If desired an automatic pressure regulator cut-01T valve couldbe substituted for the valve 49.

The powerhouse boiler, in addition to receiving the condensation fromthe live steam heaters will obtain its feed water ordinarily through thepipe 51 from the storage tank 22. Since the storage tank water will bemaintained at temperatures ranging from 300 to 350 F. this feed waterwill notbe much below the temperature'and pressure which it must attainin the power house boiler, hence when feed water of this temperature issupplied to the power house boiler there will be very little pressuredrop in the boiler and also very little time will be required forheating this water to the normal temperature and pressure of the boiler.The advantage of having this superheated feed water readily available isespecially desired in connection Vwith this system as the system isadapted to handle the refilling of a large number of locomotivessimultaneously, or at least within a short space of time such as one ortwo hours, and a large amount of steam must be supplied at times forholding the steam pressures in the locomotives or for giving eachlocomotive a final boost in temperature which will create the desiredboiler operatingpressure just before the locomotive rolls out of theround house. When this sudden demand for steam occurs a power houseboiler oonnected to this system can easily supply all the steam requiredeven though it becomes necessary toY add feed water to the boiler whilethis high pressure steam is being withdrawn from it.

In order that the high temperature of the water may be efficientlymaintained in the storage tanks 22 and 27 each of these tanks should bevery well insulated as, for example, by means of a generous layer 52 ofcork or asbestos or other suitable insulation.

Y An important advantage which results from the use of this'system isfound in the elimination of sludge from the water prior to the entry ofthe water into the locomotive boilers. Usually 'it is necessary to addsome water softening madischarged from a locomotive on the road asfrequently as two or three times an hour. Itis apparent that this methodof sludge removal causes a great loss of heated Water anda lossk ofsteam pressure. When this system, however, is used at round houses someof the sludge will be thrown down in the refill tank 13 at temperaturesof about 180 F. and may be removed through the sludge draw-01T pipe 53.When this water from the refill tank comes into the storage tanks andbecomes heated therein by contact with the previously present water thehigher temperatures which it then attains causes more of the sludge tobe precipitated. Since the temperature of the water in the storage tanksis about the saine as thevtemperature of the water in the locomotives itshould result in the removal of most of the sludge fromy the water whileit is still in the storage tanks.. This sludge can then be drawn offeasily through the sludge draw-01T pipes 54 and 55 which are connectedto the bottoms of each of these tanks.

Ordinarily in the operation of this system Water is removed only fromthe tops of the storage Vtanks through the pipes 26 and 28 and is con'-ducted only through the last mentioned pipe into the refill main 2. Ifby any chance the water in the bottoms of the storage tanks became toocoolthese cooler layers of water could be conducted tothe live steamheaters by opening the valve 56 and partially'throttling the valve 57 sothat the pump 31 would draw less water through the valve 57 and pipe 29than it does through the valve 56 and pipes 58 and 59. In a short timethis cooler water from the bottoms of both tanks could be `completelyheated by circulating it through the live steam heaters and returning itto the storage tanks. When the above condition has been corrected thevalve 56 would then be closed and the valve 57 opened wide. In themeantime the' check valve lvwould have been functioning to prevent anyiiow'of this cooler water back into the-linev 29'V into the rell` mainasmight otherwise happen if someone' atthat instant'undertook tolla'locomotive boilerfrom the'rell main. i' Should the V'pumpy 18`ffailcausing a failure'of supply to the storage tanks sothat water could notbe drawn fromthe tops o-the storage tanks provision is made so that thewater may bedrawn from the bottoms of i the storage tanksV into; therefill' mains. Otherk conditions than the failure of the pump mightwarrant drawing the water from thelbottomof the refill tanks andineither' eventthe valve 62 would be closed'and'theV valve 63 opened.V Thevalve 56 would also be closed while the valve 57 would be open. WaterAwould then flow from the bottom of"y the refill`i tanks under' Vthepressure `existing in the rell tanks into the rell main 2 and thenceinto anylocomotives to be refilled. A`by-pass 64 could then be providedaround the pump and the valve 65 therein could be opened to permit waterto-iiow from the refill tank'into `the'storage tank,k If desired waterthus taken from the bottom of the storage tanks could be injected intothe boilers by means of live steamnfromthe steam drop. The check valves66 providedin the steam drops are-arranged to prevent water from owingback into'thestea'm lines when the steamlines are connected tolocomotives and wouldY so operate shoulda sudden drop in the pressure ofsteam cause it to havel a lowerpressure than thesuperheated wateralreadyfin anyof v'the-locomotive boilers.

This apparatus is used to refill a locomotivein l the following manner.With the valves'62 and 57 open and the valves 56 andl 63 closed a hose4is connected to the blow-oi'cock of a locomotive and the valve G'l'inthe rell drop is opened. Upon the initial Yopening Vof this valve thesuperheated water will enter the lower part of the boiler'and expandinto steam which will quickly iill the boiler and heat it gradually,uniformly,.thus preventing unequal expansion of the boiler plates. Assoon as aV sui'cient drop in pressure occursv in the storage tanks thegovernorA 23 will start the pump 18 which will deliver warml water fromthe relly tank into the storage tanks as fast as the hottest water isdrawn from the tops of these tanks.V The water will continue to -ow intothe locomotive boiler until a desired'water vlevel'is reached at whichtime there will be found to existin the boiler a steam pressurelwhichshould with proper operation of the system exceed 100 pounds. If theengine is required immediately for service the hose 4 can bedisconnected and the locomotive run out of the round house under its ownpower. While the boiler is being filled coal should be spread upon thegrates but not ignited. The adjacent hot boiler plates should heat thecoal and evaporate its moisture rendering it more easily ignitible whenthe locomotive gets out in the yards. If it is desired to build uppressure more rapidly in the locomotive while it is being refilled thevalve 68 in the steam drop may be opened allowing the steam andsuperheated water to enter simultaneously. If the locomotive is notneeded at once, after it has been adequately refilled the flow ofsuperheated water may be cut off and a high steam pressure maintained inthe locomotive by opening and leaving open the steam valve 68. If thewater level should gradually rise in the locomotive and become too highthe steam valve may be closed and the valve 6 in the blowoff drop openedallowing the pressure in the locomotive to blow down some of the excesswater.

When suflicientwater has then been blown down the valve 6 'may be closedand the steam valve reopened. It is apparent that without changing thehose connection a working pressure may beY maintained in the boiler fora considerable-period of `time and the water level frequently readjustedquickly and easily. Should a large numberr or" locomotivessimultaneously demand a great amount of live steam thelive steampressuremay be; easily maintained even though fresh feed water is. required for;the power. house boiler, merely by pumping superheated feed waterthroughthe open valve169 into the power house boiler;v Servicing of thelocomotives should therefore not interferewithgthe maintenance of a highsteam pressure for other purposes at the locomotive' terminal.

The storage .tankslinany givennstallation will be designed toholdsufcient water to ll the maximum number of locomotives which maywithinv any short periodof time need to be relled. One or two `or moreof. these storagetanks may be providedasthe occasion demands. The systemis arranged so that the superheating of this water may be done duringthe hours when .the demands oni the powerhouseboiler ,are otherwiselight. Accordingly a highdegree of. efficiency in theuse of theequipment and fuel may be attained through the use of this invention.

The` power house boilerivill be fed during peak load hours, atleast,-from the storage tanks, but maybe fed at other times directlyfromthe rell tank through the connection and valve 71. The high 'pressure inthe pipe line 51 is prevented from backing into the feedpipel 46 bymeans of the check valve '72. It should benoted that the heat suppliedto'the water storedv in the rell tank is not taken from the powerhouse'boiler, but is furnished by the steam blown off fromlocomotivesbrought into the terminal.

A portion of the steam then generated bythe power house boiler will beAused in the water heaters 33 and 34, through which the high pressurewater is continuously being circulated by the pump`31. In order thattheseheaters may deliver water only at a preferred temperature, suchas1300` F. or such otherv temperature as is desired, the pump31 `may beregulated in accordance with the temperature of the water as it leavesthe live steamfheatersBS and, 34. This can be done by means of thethermostat 73 connected to the steam valve 74 which regulates the steamfor driving the rotary pump 31.

It should be understood that the embodiment shown in the drawing hasbeen selected for illustrating this invention and that the scope of theinvention as dened in the following claims includes modiflcationswhichmay differ considerably from the disclosures shown in the draw- Havingshown and described this invention, I claim:

1. In a locomotive terminal refilling system, a tank constructed forretaining at locomotive operating pressures and correspondingtemperatures a quantity of water equalling the combined boilercapacities, of a plurality of locomotive boilers, a power house boilerfor generating high pressure steam, means arranged to deliver water atsaid pressures into said tank means for conducting water from said tankto locomotives to be refilled, means for using high pressure steam fromsaid boiler to heat the water stored in said tank to said temperatureswhile under said pressures,

and means for supplying the powerhouse boiler with feed water from saidstorage tank.

2. In a locomotive terminal relling system, a storage tank operativelyunconnected with' any iirebox or the like constructed for retaining'atlocomotive operating pressures and corresponding temperature a quantityci water equalling the combined boiler capacities of a plurality oflocomotive boilers, a power house boiler for generating high pressuresteam, means for conducting water from said tank to locomotives to berelled, means for using high pressure steam from said boiler to heatapart from the tank the water to be stored in said tank to saidtemperatures while under said pressures, a refilling tank adapted forstoring at atmospheric pressure a quantity of water equalling thecombined boiler capacities of a plurality of boilers, a blowoff main, aseparator for separating steam and water blown off from locomotives andconducted to said separator by said blow-oir main, a condenser forutilizing said Yseparated steam for heating water stored in said relltank, means for forcing water from the refill tank into the storage tankunder said operating pressures and means for supplying the power houseboiler with feed water from said storage tank.

3. In a locomotive terminal relling system, a storage tank constructedfor retaining at locomotive operating pressures and correspondingtemperatures a quantity of water equalling the combined capacities of aplurality of locomotive boilers, a refilling main connected to saidtank, a return line connected to said refill main and said tank arrangedfor continuous circulation of water through the tank and through theentire main, a high pressure power house boiler, means for utilizinghigh pressure steam from said power house boiler for heating the waterflowing through said return line prior to its re-entry into said tank,and means for supplying the power house boiler with superheated highpressure water from said storage tank.

4. In a locomotive terminal reiilling system, a high pressure powerhouse boiler, a storage tank constructed to retain at locomotiveoperating pressures and temperatures a quantity of water equalling thecombined capacities of a plurality of locomotive boilers, a refill mainconnected-'to said storage tank, a return line connected to said refillmain and said storage tank `arranged for continuous circulation of Waterfrom the storage tank through the entire main and back to said storagetank, Ymeans for utilizingrhigh pressure steam from said power houseboiler .for reheating to said temperatures Water flowing through saidreturn line prior to its re-entry to said storage tank, a refill ktankconstructed to retain at atmospheric pressure a quantity of waterequalling the combined, capacities of a plurality of locomotive boilers,means for heating the water in saidrell tank with steam blown off fromlocomotives, means-for supplying water from said refill tank to saidstorage tank at said operating pressures and mingling it with the watertherein contained to heat the incoming water to the high temperatures ofthe storage tank prior to the time said incoming water flows from thestorage tank, and means for supplying the power house boiler withsuperheated feed water from said storage tank.

5. In a locomotive terminal refilling system, a high pressure powerhouse boiler, a storage tank operatively unconnected with any firebox orthe like constructed to retain at locomotive operating pressures andcorresponding temperatures a quantity of water equalling the combinedcapacities of a plurality of locomotive boilers, a refill main connectedto said storage tank, a return line connected to said refill main andsaid storage tank, arranged for continuous circulation of water from thestorage tank through the entire main and back to said storage tank,means for utilizing high pressure steam from said power house boiler forreheating to' said temperatures water flowing through said return lineprior to its re-entry to said storage tank, a refill tank constructed toretain at atmospheric pressure a quantity of water equalling thecombined capacities of a plurality of locomotive boilers, means forheating the water in Vsaid refill tank with steam blown off fromlocomotives, means for supplying water from said rell tank to saidstorage tank at locomotive operating pressures and mingling it with thewater therein contained to heat the incoming water to the hightemperatures of the storage tank prior to the time said incoming waterflows from the storage tank, means for removing from the storage tanksludge deposited therein,'and means for thermostatically controlling thereturn of water through said return line to saidstorage tank fordelivering into the storage tank water heated uniformly to a desiredhigh temperature.

FRANK W. MILLER.

